Carbureter



R. E. L. JANNEY.

CARBURETER. APPLICATION FILED DEC-, 19l5'. RENEWED JULY 8, 1918.

Patented June V8, 1920.

' 3 SHEETS-SHEET 1 R. E. L. JANNEY.

CARBURETER. APPLICATION FILED DEC-'7,1915LRENEWED JULY 8,19l8. l L34245. Patented June 8, 1920.

WP A* raw/ I a SHEETS-SHEET 2. 1@ l l `1 l k if? 9- A S C? 7 54 32a' /j/JZ 1.9 L 1J 45 27 J8 J7 44 2s 3Q 42 41 G @www/woz @www R. E. L. JNNEY.

CARBURETER.

APPLICATION FILED DECJ. 1915,. RENEWED JULY 8. 1918.

1,342,445. mamme 8,1920.

' 3 SHEETS-SHEET 3.

PATENT QFFQE.

ROBERT E. L. 'JANNEK OF CHICAGO, ILLINOIs.

CARBURETER.

Specification of Letters Patent.

Patented June 8, 1920.

Application filed December 7, 1915, Serial No. 65,541. Renewed July 8, 1918. Serial No. 243,965.

To allwkom it may concern:

Be it known that I, ROBERT E. L. JANN'EY, a citizen of the United States, residing at Chicago, in the county of Cook` and State of Illinois, have invented certain new and useful improvements in vCarbureters, of which the following is a specification.

My invention relates to carbureters, more especially designed for use in connection with internal combustion engines, and has for its object to provide certain improvements in the admission and mixing of the liquid fuel-and air to form the combustible mixture, as will bemore definitely pointed out and claimed hereinafter, reference being had to the accompanying drawings, in

' which Figure 1 is a central vertical sectional view of a carbureter embodying my improved construction, the parts being shown in such position that no fuel is being fed.

Fig. 2 is a similar view showing the parts vin such position as to feed a supply of fuel suiicient'to provide a combustible mixture which will factuate the engine while running idle.

Fig. 3 is a bottom plan view of the same.

Fig. 4 is a detail vertical sectional view, illustrating in' diagrammatic form one feature of the invention.

Fig. 5 is a 4vview similar to Fig. 1, partly broken away,'but taken at a right angle to that ofFig. 1, and4 showing the valves in an open position.

Similar numerals of reference denote corresponding parts in the several views.

ln the 4said drawings, the reference numeral 1 denotes the mixture chamber of the carbureter, the same being shown slightly tapered and connected with theusual manifold 15,'and at its lower end with the usual fuel chamber 2,-the latter, as shown .in Fig.`

3, being of substantially semi-circular form, and containing a conventional loat 8 for controllin the valve 4, which in turn controls the iguel supply passage 5.

Connected integrally with lthe mixture chamber 1 by means of a spider 6 is a casteing 7, the same on its exterior surface conforming substantially to the interior conguration of the chamber 1, though spaced annularly therefrom, and being formed with a central opening 8, which is contracted u wardly toa point near the top of said casting and then somewhat abruptly dared at 9 to the outer upper edge of said casting. Disposed at the bottom of the fuel chamber 2 and centrally of the chamber 1 is a base 10, extending upwardly toward said chamber 1 and screw threaded exteriorly to receive the lower screw threaded end 11 of a tube 12, the same constituting a fuel supply jet, said portion 11 at its lower end being provided with a serrated flange 13, with which a spring arm 14, fixed to the part 10, is adapted to engage to retain the two parts in any adjusted position with respect to each other. 'Mounted to slide upon the exterior of said tube 12 is a sleeve 15, tapered slightly at its upper end to form a valve 16 adapted to it the lower end of the central opening 8 in the casting 7, said sleeve being provided with trunnions 17 formed on opposite sides thereof. Mounted exteriorly of the sleeve 15 is an outer sleeve 18, the same carrying at its upper end an annular valve 19 adapted to close ,the space between the lower end of the chamber 1 and the casting 7, as shown, said sleeve 18 being screw threaded eX- teriorly at its lower end, upon which isv fitted a screw nut 20 serrated on its outer face to be engaged by a spring arm 21. bolted to the exterior of said sleeve 18, for a purpose hereinafter to be described.

Pivoted at 22 in a depending portion of the carbureter integral with the chamber 1 is a bell crank lever Awhose upper bifurcated end 23 straddles the sleeve 18 and engages the oppositely projecting trunnions 17 on sleeve 15, the latter projecting through slots 24 in said sleeve 18; The other arm 25 ot -said bell crank lever projects downwardly and is adapted to be engaged at its free end by certain of the operating parts hereinafter described. Also fixed to move with said bell crank lever is an operating lever:

258L adapted to be engaged at its free end by any suitable means, whereby saidl bell crank lever may be manipulated at will. Disposed within the tube 12 is a pipe 26 having a discharge at its upper end at 26a and formed conical at said upper end to correspond with the conical portion 27 of said tube 12, an annular conical space 27L being left between the upper end of said pipe 26 at the conical portion 27 of the tube 12, said pipe 26 opening into a chamber 28 at its lower end,`closed by a screw plug 29, and from which leads a horizontal passage Q narrate-a 30 communicating with an air supply tube 31. At 32 is shown a pipe leading from the fuel reservoir 2 into the space between the pipe 26 and .the tube 12, whereby fuel will be supplied to the interior of said tube 12. At its upper end above the pipe 26 said tube 12 is constricted to provide an atomizing duct 32, .and above said duct widensv into an oval expansion chamber 33, from which in turn leads another constricted opening or duct 34e that communicates with the flared upper end of said tube.

Disposed in the pipe'l is a rotary valveY 35, controlled by an exterior lever 36, to which' is pivoted a rod 37, which passes loosely through an aperture 38 .in the arm 25 of the bell Crank. Disposed between said arm 25 and an adjusting nut 39 on the outer end of said rod 37 is a spring 40, While upon the side of the valve 35 opposite to the lever 36 is a lug 411 'adapted when turned to contact with a stop 42 on the lower end of the base 10, said lug having a. set screw 43 adjust-ably to limit its closing movement.

Mounted in a suitable lug on that part of the carbureter in which the bell crank lever is pivoted is a screw 44 adapted to engage a projection l5 on the bell crank lever hub adj ustably to limit the movement of said bell crank lever in one direction.

ln order to normally maintain the sleeve 18 and its valve 19 in the uppermost position shown, l provide a light spring 4:6 fixed to the fuel chamber and pressing against the lower edge of said sleeve.

llVith the parts in the position shown in Fig. 1 there is the constantlyopen annular fuel supply passage 27a between pipe 26 and tube 12, while the vair jet passage through valve 35 is also fully open, but inasmuch as the discharge of the air under this condition of adjustment through '27L is somewhat greater than the capacity of thel constricted duct 32a, the requirement of the latter will be satisli'ed completely by 'the air jet, and substantially no fuel will be fed with the air jet through said duct. However, a small quantity of fuel, depending upon the specific gravity of the same and the frictional resistance of the fuel passageway 27a, will be entrained by the aspirating elfect of the air passing from the jet. By shifting the bell'crank lever slightly to the position shown in Fig. 2, it results in a corresponding opening of the main air supply valve 16 and a proportionate closing of the valve 35 due to the rotation of the latter. This results in the cutting down of the jet of air, which in this position of the valve 35 is not quite sufcient to satisfy the requirements of the duct 322, which results in the formation of a partial vacuum beneath said duct and a consequent satisfying of said vacuum by the suction with the air jet through the duct of a small quantity of fuel, it being under-l stood that this position of parts is one which will supply enough fuel to provide an eX plosive mixture o'f a power .sufficient to run the engine with no load thereon. Upon a ,be accompanied by a further closing ofthe valve 35 and a consequent further reduction in the air jet through pipe 26, which will result in a proportionate increase in the amount of fuel delivered with said air jet to the duct 32a, in a manner which readily will be understood.

rlhe relative area and length of the atomizing duct 32a are important. lt must be of a length at least equal to its diameter in order to provide the annular fvictional resistance. lf too short, or of the Venturi type, it would not be suitable for the purpose. Preferably the area oftliis duct 32 is slightly less than the area of the air discharge 26a of pipe 26, so that no vacuum will be formed below said duct 32a when there is a full supply of air admitted to pipe 26 through valve 35, and therefore there will be no dow of fuel.

By means of the screw connection between the lower portion 11 of the tube 12 and the base 10, said tube, which acts as the usual needle valve, may be adjusted vertically with respect to the pipe 26 to vary the annular passage therethrough as desired, and this adjustment will be maintained through the engagement of spring 14g with the serrated flange 13 on said portion 11.

The opening in the valve 35 disposed in pipe 31 is so arranged with respect to the lug 4:1 that when the adjustable set screw 4:3 thereon contacts with its stop ,42, said opening will not be completely closed, thus preventing the complete cutting off of air through the tube 26 by the normal movement of the bell crank lever. But when it is desired completely to cut od the air, in order that more fuel may be drawn into thetube 32, for priming purposes, for instance, the rod 37 may be forced in the opposite direction to its normal movement until the passage through the valve 35 is out of register completely with the passage 30, thereby entirely cutting off the air.

0n the sleeve 15 just below the conical valve 16, l have provided a supplemental annular valve 16a, the same preferably being formed integral with the sleeve 15. y employing this supplemental valve, l can if desired dispense entirely with the conical valve 16, as the supplemental valve 16a will perform the closing function at that point,

The ring valve 19 controls theadmission of the auxiliary air, and ,by the adjustment of the nut 20 at the lower end ofthe sleeve 18, the time ofcontact of the trunnions.y 17 therewith may be varied, so that the valve 19 can be opened simultaneously with the openingof the conical valve 16, or may be timed to open as soon as may be desired after the opening of said conical valve 16. By means` of this adjustment the valve 16 may be fully opened, ifdesired, before the valve 19 controlling the auxiliary air supply begins to open. And, as will be hereinafter described, the connection between the sleeve 15'and the valve 35'controlling the air et through tube 26 may be so adjusted that when the valve 16 is fully opened, the valve 35 will be brought to the limit of its closing movement. The fuel 'after passing from orifice 32a will receive an initial breaking up and mixing in chamber 33, and will then be contracted and discharged through orifice 34, where it will be met by the annular main air supply admitted by the downward movement of sleeve 15 and valve 16. This mixture then passes through the constricted discharge'S from casti moved sufficiently to cause the trunnions 17 to contact with and move the screw nut 20 and its sleeve 18, thusl opening valve 19, an annular supplemental supply of air between the casting 7 and the chamber 1 will'be supplied to the mixture discharging from said casting, this supply of air increasing in proportion as the air through valve 35 is cut ofi" and the demand upon orifice 32a satisfied gy a proportionately increasingamount of uel.

, I have illustrated in Fig. 4, diagrammatically the operation of my carbureter at this point. In saidfigure, I have shown a conventional central fuel supply tube 47, around which tube air is drawn between the same and the casting 7, and which discharges through the constricted opening in said casting, as' shown by the arrows. A further supply of air is drawn upwardly between said casting'7 and the inner wall' of said chamber 1, ras also shown by the arrows, the result being that there is formed a vacuum space on the top of the flared p0rtion 9 of the casting 7, the same gradually tapering upwardly, as shown by the dotted lines, until the meeting point of the mixed gas and air discharged'from the casting 7 and the air rising around said casting is reached. The tendency of the heavier particles of the mixture, z'. e., globules of fuel, is to travel in the path ofl the .least resistance. uum area where they tend further to disintegrate and are then caught up and absorbed by the surrounding jacket of air. It-will also be observed that thetop of the 7 and expands1 into. y chamber 1, and if the bell crank has' been They, therefore, pass into this vac'- tube 12 is shaped similarly to the top of the casting 7 at 9, so that a similar action on a small Scale takes place upon the discharge of the mixed fuel and air through the oriice 34, a vacuum space being formed between the same and the surrounding annular column of air which moves past the'v face of surrounding air to the action of the` mixture. The course of the mixture after leaving the jet is from the center outward, and it will be noted that as no butterfly valve is used, and as the orifice of all the passageways point toward the intake manifold, the possibility of the fuel reaching the surrounding walls and lod 'ng thereon is reduced'to a minimum; be ore doing so it must pass through the vacuum area and the surrounding jacket of air.

My improved arrangement of parts results in the production of what is substantially a combustible mixture passage comprising three successive Venturi tubes, the first of which is formed, by the upper portion of the expansion chamber 3 3, the constricted opening 34 andthe top of said open. ing; the second one of which is formed by the character of the opening through the casting 7; and the third one of which is formed byv the chamber 1 and its manifold 1a.

It will be seen that with the various means of adj usting-the different sources of supply the carbureter can be set to meet a certain condition where the bell crank lever is moved until thevalve 16 has passed beyond the point where it controls the admission of air, and the rotary valve 35 has been closed as far as the set screw will admit, and that the valve 19 ,controlling the auxiliary air can then be still further opened without change as to the amount of fuel or air admitted to the passageway 8. It is then possible to suit varying atmospheric conditions to control the amount'of auxiliary air admitted to the passages `without change as to the main air or fuel adjustment. Thus, the deyice is capable of adjustment for high and low speeds, and the throttling lever can be used to admit more or less air through the auxiliary air duct without. change to the main air or the fuel supply.

Further, by arranging my supplemental air valve 19 as shown and described, I am enabled to operate the lever, when thev engine is cold, to open the main air valve 16 without opening the valve 19, thus producing a rich mixture, and may retain that po- .ment of which opens valve opening under suction this operation is impossible without employing auxiliary means for retaining said air valve closed.

It will be observed that all of the operations of my improved device are accomplished by a single lever, the initial movethe valve 16 and proportionately decreases the air jet throu h passage 26: A further movement of -t e lever still further opens the valve 16 and proportionately closes said air jet until the closure of the latter has reached its maximum, which is governed by the contact ofl the adjustable screw 43 with stop 42. With this position of the lever, the auxiliary valve 19 is also opened, the degree of opening thereof being dependent upon the adjustment of the screw nut 20, with .which'the trunnions 17 contact. If a further opening of said auxiliary air valve 19 is desired the same is produced by a further movement of the lever to the right, but which does not affect the air jet at 26, as the spring 40 by compression permits this further movement within the same for the .purpose of controlling inthe manner described, the su ply of fuel through saidjet, and for t e further purpose of breaking up the fuel within an expanded portion ofv said jet into a partial mixture before it is. admitted finally to the main air supply. It should be borne in mind that the admission of air Within the fuel jet is solely for the purpose of controlling the supply of fuel andto assist in breaking up the same before it is admitted tothe main Aand auxiliary air supplies. In other devices of Athis character, the admission of a greater amount of air, up to a certain point, means a greaterl amount of fuel also, Whereas in my present device the admission of more air through the valve 35 means a reduced supply of fuel, and vice versa. While the air 'jet is placed in the center of the fuel supply for the purpose specied, ment may be reversed, in which case pipe 31 Would lead to the fuel supply and 32 to the air and controlling valve 35, the full opening of the jet in tube 26 being controlledby the conventional needle valve.

' ducts, leaves a clear character shown, intermeans for causingfthe flow from the inner to the outerand in said jet air is admitted i it is obvious that this arrange- A control of the jet and combined with thel and is not air in a very much larger space,

introduced again contracted before being into the main air ducts.

It is especially desirable to, prevent the fuel from lodging in air ,pockets or against the walls of the passages. the" controlling valvesv below and ahea lof the pointwhere the fuel supply meets' the main or auxiliary supply of air, togethery with the straight-away design of the various passage for the fuel after it is brought in contact with such supply of air and obviates the dan er ofits being diverted to the side Walls o the passage, as is the case .Where a butterfly valve, or other means, is used in such passage beyond the point where The construction of the device is such that all the air, together with the -fuel supply,

'readily may be heated yby fitting a. ca sing,

The placin of the fuel has been admltted.

or hot air stove, to the open side and bottom of the front chamber.

This invention is an amplification4 of the construction shown in my prior application, filed Nov. 21, 1914, Serial No. 873,301,` with such modifications, rearrangement and additions as have been found necessary best to ada t it to varying conditions. 4

aving thus described my invention, what I claim as new and desire to ters Patent, is

1. Inv a carbureter, means, a fuel supply means of constant area, and a variable air -j'et for controlling said fuel supply in inverse ratio tosaidl air jet. a main air supply l 2. In a carbureter, means,-a fuel supply means of constant area, a -variable air jet for controlling said fuel supply, and a common means for controlling said main air supply and said air jet in inf verse ratio to said air jet.

3. In a carbureter, a main air supply means, a supplemental air supply means, a fuel supply means, said fuel supply, and a common means for controlling said main and supplemental supplies and said air jet.

4.. In a carbureter, a main air supply means, a supplemental air supply means, a fuel supply means, a controlling air jet for said fuel supply, and a common means for controlling said main and supplemental air supplies and said air jet, said means providing for a control of said main air supply and air jet Without opening said supplemental air supply.

5. In a carbureter, a main air supply means, al fuel supply means of constant area,

secure -by Leta main air supply a controlling air jet for l a varian@ air jet for -controuing Said fuel .supply in inverse ratio to said air jet, and a receiving and discharge passage for said mixed fuel and air of an area less than that of said air at its maximum.

6; In a carbureter, a main air supply means, a fuel supply means of constant area, a variable air jet for controlling saidvfuel supply in inverse ratio to said air jet, a receiving and discharge passage for said mixed fuel and air of an area less than that of said .air at' its maximum, and means for varyingsaid air jet to vary said fuelv supply In a carbureter, a main air supp y means, a lfuel supply means, a controlling jet of air' for vsaid fuel supply, a receiving and discharging passage for said mixed fuel and air of an area less than that of sai'd air jet at its maximum, means for varying said air jet to vary said fuel supply inversely, and a main air supply means surrounding said receiving and discharging passage. 8. In a carbureter, a main lair supply means, a 'fuel supply means, a controlling jet of air for said fuel suppl a receiving and discharging passage for said mixed fuel and air of an area less than that of said air jet. at its maximum, said main air supply means surrounding said receiving and discharging passage, and a common means for varyiiug; said air jet to vary said fuel supply inversely and for controlling said main air supply.

9. In a carbureter, a fuel supply means, a controlling jet of air forvsaid fuel `supply means, a receiving and discharging passage for said mixed fuel and air of an area less than that of said air jet at its maximum, a main air supply means around said passage, a constricted mixing chamber receiving said supplies, and a supplemental'air supply surrounding the discharge vfrom said mixing chamber.

10. In a carbureter, a fuelsupply means, a controlling jet of air for saidfuel supply means, a receiving and discharging passage for said fuel andfair of an area less than that of said air jet at its maximum, a main air supply means surroundin said passage, and a common means for re ucing said air jet thereby increasing the fuel supply and for simultaneously increasing said vmain air supply.

1l. In a carbureter, a fuel supply means, a controlling jet of air for said fuel supply means, means for varying said air jet to vary said fuel supply inversely, a main air supply means surrounding the fuel discharge, a supplemental air supply, and a common means for varying said air jet, said main air supply, and said supplemental air supply.

12. In a carbureter, a fuel supply means, a controlling jet of air for said fuel supply means, means for varying said air jet to vary said fuel supply inversely, a main air passage, a sleeve valve supply means surrounding the fuel discharge, a supplemental air supply, a common means for var ing said air jet, said main air supply, an said supplemental air Supply, of said fuel and maln airy supply wlthout opening said supplemental air supply.

13. In acarbureter, a fuel sup ly means, a controlling jet of air for said uel supply means, means for varying said air jet to vary said fuel supply lnversely, a mainair supply means surrounding the fuel discharge, a supplemental air supply means, a common means for varying said air jet, said main air supply, and said supplemental air supply, said means vproviding for an additional opening of said supplemental air supply Without varying said fuel and main air supplies.

14. In a carbureter, 'a fuel supply means, a controlling jet of-air for said fuel supply means, a receiving and discharging passage for said fuell and air of an area less than that of said air jet at its maximum, a valve for varying the capacity of said air jet, means for operating said valve, and adjustable means for preventing the complete closure of said valve.

15. In a carbureter, a controlling jetof air means, a receiving and for said fuel and air of an area less than that of saidk air jet at its maximum, a main a1r supply means surrounding said passage, a valve controlling said air jet, and a bell crank for moving said valve toward the closing position and for simultaneously opening said surrounding air supply.

`16.- In a carbureter, a 'fuel supply means, a controlling jet of air for said fuel supply means, a, receiving and discharging passage for said fuel and air of an area less than that of said air jet at its maximum, a valve for varying the capacity of said air jet, a main air supply means surrounding said for controlling said main a1r supply, a mixing chamber receiving said fuel and air supplies, a supplemental air supply means surrounding the discharge from said mixing chamber, and a common means for controlling the several air supplies, to restrict the central air jet, and successively to increase the surrounding air su plies.

17. n a carbureter, a fuel supply means, a controlling jet of air for said fuel supply means, a receiving and discharging passage for said fuel and air of an area less than that of said air jet at its maximum, and an expansion chamber receiving the discharge from said passage.

18. In a carbureter, a controlling jet of air means, a receiving and for said fuel and air a fuel supply means for said fuel supply, discharging passage fuel supply means, a for said fuel supply discharging passage of an area less than that of said air jet at its maximum, an expansion chamber receiving the discharge from said passage, and a constricted discharge from said chamber.

19. In a carbureter, a fuel supply means, a controlling jet of air for said fuelsupply means, a receiving and discharging passage for said fuel and air ofv an area less than that of said air jet atits maximum, an expansion chamber receiving the discharge from said passage, a constrlcted discharge from said chamber, an annular main air supply means around said discharge, a mixing chamber receiving the discharge from said chamber and said main air supply, and a constricted outlet to said mixing chamber.

20. In a carbureter, a fuel supply means, a controlling jet of air for said f uel supply means, a receiving and discharging passage for said fuel and air of an area less than that of said air jet at its maximum, an exansion chamber receiving the discharge rom said passage, a constricted discharge from said chamber, an annular main air supply means around said discharge, a mixing chamber receivin the discharge from said chamber and sai main air supply, a constricted outlet to said mixing chamber, and an annular additional air supply means surrounding said outlet.

21. In a carbureter, a fuel supply tube embodying an expansion chamber, a fuel atomizing jet discharging into said chamber,

discharge. being a similar jet discharging 'from said chamber into a main air supply, and means for supplying a mixture of liquid fuel and air to said first-named jet.

22. In a carbureter, a tube constituting a fuel supply and having a discharge jet, and an annular air supply tube surrounding said fuel tube, the wall of formed to create an intervening mixmg space between the discharge from said jet and said annular air supply tube, Athe inner wall of said annular air supply tube being in the form of a venturi, the throat of which is beyond said discharge jet.

23. In a carbureter, a tube constituting a fuel supply and having adischarge jet, a

said fuelv tube at the main and supplemental air tubes being l formed to create an intervening mixing' space between the discharge from said mam and supplemental air supply tubes, the inner wall of said supplemental air supply tube being in the form of a venturi, the throat of which is beyond' the discharge from said main air, tube.

24. In a carbureter, a tube constituting a fuel supply, a controlling jet of air for said fuel supply, an expansion chamber for receiving said fuel and air, a discharge from said tube, and a 'main annular air supply means surrounding said discharge, the wall of said tube at the discharge being thick enough to afford an intervening mixing space between said discharge jet and said annular air supply and beyond the same, the inner wall of said annular air supply tube being in the form of a venturi, the throat of which is-be ond said discharge jet.

25. In a car ureter, a tube constituting a fuel supply and having a discharge jet, a controlling et of air for said fuel supply, an expansion, chamber for receiving said fuel and air, a main annular air supply tube surrounding said fuel supply tube, the wall of said fuell supply' tube at thel discharge being thick enough to aiord an intervenmg mixingspace between said discharge jet and annular airsupply 'andbeyond' the same, and a supplemental air supp y means surroun L ing said latter discharge, the wall of said air supply tube at the discharge also being thick enough to afford an intervening mixing space between said tube and said supple mental air supply and beyond the same, the inner wall of said supplemental air supply tube being in the form of a venturi, the throat of which is beyond the discharge from said main air tube..

In testimony whereof I have hereunto set my hand this 2nd day of' December, 1915.

ROBERT E. L. JANNEY. 

